Railway car door and mechanism therefor



.Aug. 29, 1961 'r. o. HENRIKSON ET Al. 2,997,752

RAILWAY CAR DOOR AND MECHANISM THEREFOR Filed March 27, 1957 11 Sheets-Sheet 1 m s y m e Tm. m E 0 L WHB t d A w 3 W 0 H Aug. 29, 1961 T. o. HENRIKSON ET AL 2,997,752

, RAILWAY CAR DOOR AND MECHANISM THEREFOR Filed March 27, 1957 ll Sheets-Sheet 2 g A U INVENTORS Thor- O.H/7P/k6'0f7 'v-| Howard SIM/Her;-

Attorney Aug. 29, 1961 T. o. HENRIKSON ET AL 2,997,752

RAILWAY CAR DOOR AND MECHANISM THEREFOR Filed March 2'7, 1957 11 Sheets-Sheet 55 INVENZORS Thor O. Hen/W KSOH Howard 5. MH/cr Aug. 29, 1961 T. o. HENRIKSON ET AL 2,997,752

RAILWAY CAR DOOR AND MECHANISM THEREFOR Filed March 27, 1957 ll Sheets-Sheet 4 INN-mm INVENTORS Thor' O. Henri/(son Howard 5. M/'//er' BY Attorney Aug. 29, 1961 T. o. HENRIKSON ET AL 7,

RAILWAY CAR DOOR AND MECHANISM THEREFOR Filed March 27, 1957 ll Sheets-Sheet 5 m INVENTQRS' \l 7770/ O. HeH KS B Howard 5. M/'//er' q @W m Aug. 29, 1961 T. o. HENRIKSON ET AL 2,997,752

RAILWAY CAR DOOR AND MECHANISM THEREFOR Filed March 27, 1957 ll Sheets-Sheet 6 INVENTORS' Th or- O. Henri/(son A tie/"neg Aug. 29, 1961 T. o. HENRIKSON ET AL 2,997,752

RAILWAY CAR DOOR AND MECHANISM THEREFOR ll Sheets-Sheet '7 Filed March 27, 1957 INVENTORS Thor- O.Henr-/kson 3% Howe "d 5. Mi/ler' A tic/"neg A Au 29, 1961 T. o. HENRIKSON ET AL 2,997,752 RAILWAY CAR DOOR AND MECHANISM THEREFOR Filed March 27, 1957 ll Sheets-Sheet 9 Aug. 29, 1961 T. o. HENRIKSON ET AL 2,997,752

RAILWAY CAR DOOR AND MECHANISM THEREFOR Filed March 27, 1957 ll Sheets-Sheet 10 INVENTORS' T177 2'5 Thor Q Hank/KS0 Attorney g- 1951 T. o. HENRIKSON ET AL 2,997,752

RAILWAY CAR DOOR AND MECHANISM THEREFOR aerate? Patented Aug. 29, 186i 2,997,752 RAILWAY CAR DOOR AND MECHANISM THEREFOR Thor 0. Henrikson and Howard B. Miller, Seattle, Wash,

assignors to Pacific Car and Foundry Company, Seattle, Wash., a corporation of Washington Filed Mar. 27, 19 57, Ser. No. 648,838 28 Claims. (Cl. 20-23) This invention relates to railway car construction and more particularly to door constructions such as are used in box cars, refrigerator cars, and the like.

One of the objects of the invention is to provide a novel operating and locking mechanism for a railway car door of that type which is link-supported for lateral movement prior to sliding.

Another object of this invention resides in the novel fabrication of the door structure which includes basic features and characteristics enabling its use with and without insulation.

A further object of the invention resides in the use of a novel structure which is relatively light in weight in proportion to its size, while at the same time is inherently reinforced in a manner to accommodate all stresses and strains to which it may be subjected in its many uses.

A further object of the invention is the provision of reinforcing elements which are situated and arranged to provide ample structural stability to those portions of the assembly subjected to the greatest load.

It is a further object of the invention to provide a structure which is adaptable for use in refrigerator car doors including that type of door providing a separate hinged inspection section.

A still further object of the invention is the provision of an inspection door section, as well as the main door structure, including the use of sealing elements, adequate supports for both assemblies and combined latching, locking and car sealing means of such a character to permit individual operation of the main door, as well as the inspection door, independently of each other.

Further \objects of the invention will more clearly hereinafter appear by reference to the accompanying drawings forming a part of the instant specification and wherein like characters of reference designate corresponding parts throughout the several views, in which:

FIG. 1 is a front elevation of one of the door assemblies, the door being in closed position;

FIG. 2 is an elevation of the front panel of the door structure illustrating the construction and arrangement of the reinforcement;

FIG. 3 is a vertical section on line 3-3 of FIG. 2;

FIG. 4 is a transverse section on line 4-4 of FIG. 1,

FIG. 5 is a similar section with the door swung outwardly on its supporting links;

FIG. 6 is a fragmentary view showing the latch for the operating handles;

FIG. 7 is a section on line 7-7 of FIG. 6;

FIG. 8 is a vertical section on line 8-8 of FIG. 1;

FIG. 9 is a fragmentary view, partly in section, showing the upper door hanger; I

FIG. 10 is a diagrammatic view showing the movement of the upper locking cam mechanism;

FIG. 11' is an enlarged fragmentary View, partly in section, showing the lever connections with the control mechanism;

FIG. 12 is a front elevation of a car door structure embodying the present invention and including an inspection door;

FIG. 13 is a transverse section on line 13-13 of FIG. 12 showing the inspection door in partly open position;

FIG. 14 is a similar view showing the inspection door closed and the main door swung outwardly from the doorway on its hangers;

FIG. 15 is a transverse section through a door constructed in accordance with the present invention, but illustrating the inspection door as at the left of the main door;

FIG. 16 is another transverse sectional view of an assembly of the type shown in FIG. 15 with both the main door and inspection door in partly open position;

FIG. 17 is a fragmentary elevation of a refrigerator car side provided with doors of a modified form;

FIG. 18 is a similar view in perspective, with the inspection door standing open and the main door closed and latched;

FIG. 19 is a similar view in perspective, with both doors unlatched and standing ajar;

FIG. 20 is a horizontal section, taken along line 20- 20 of FIG. 17, showing both doors and a fragmentary portion of the car side;

FIG. 21 is a fragmentary horizontal section taken along line 20-21 of FIG. 18;

FIG. 22 is a fragmentary horizontal section taken along line 22-22 of FIG. 19; and

FIG. 23 is a fragmentary horizontal section in enlarged scale, taken along line 23-23 of FIG. 17, showing the sealing means of the car doors.

The basic invention, whim is the construction of a sliding type door for a railway car including its supporting and operating structure and locking mechanism, is best illustrated in FIGS. 1 to 10, inclusive, FIG. '1 showing in elevation a car side 1 with the main door panel 2 positioned in the door opening 3. A supporting trackway 4 is arranged horizontal-1y beneath the door opening and extends longitudinally of the car side a sufficient distance to permit suitable travel of the door on its supporting rollers 6, the rollers being mounted in pairs and carried by carriages 7 as is usual in such assemblies. This track way is best illustrated in FIG. 8, the track being in the form of a rail 9 secured by rivets 10 along a plurality of flanged brackets 11 fixed by rivets 12 to the channel 14 carried by the car side. The door 2 is supported on the carriages 7 by a pair of spaced vertically arranged outer tubes or tubular supports, the tubes being interrupted to form upper and lower sections, respectively, in and 17 connected by ties 18. Each of these outer tubes 16-17 is identical in construction and the description of one tube assembly will be sufiicient. In this connection it will be noted that the connecting tie or bracket 18 between the tube sections 16 and 17 are secured to bands 20 welded to the adjacent ends 16 and 17 of tube sections 16 and 17 at each side of the space A defining the interruption in the tube structure so that for all intents and purposes the tube is a single unit in the form of two sections connected by the bridge or tie 18, and to this bridge or tie 18 is pivoted the operating lever 22, which functions to' rotate the tube 16-17 and the 3 upper and lower goose necks or crank members 23 and 24 (FIG. 12) rigidly fixed thereto.

The lower crank member 24 is swiveled at its outer or lower extremity 25 on a vertical threaded pin 26 extending from the carriage 7. Crank member 24 is threaded at the extremity 25 to receive threaded pin 26, providing for the vertical adjustment of the door structure in relation to the door opening. After proper adjustment has been obtained, pin 26 is securely locked to crank member 24 by suitable means. The upper crank arm 23, as shown in FIG. 9, has its lower hub end 27 welded to the upper portion of the upper tube section 16, while the upper end of the upper crank arm 23 mounts a vertical pin 28 on which is positioned a guide roller 29 traveling in the trackway 30. The trackway 30 is formed as an inverted channel at the top portion of the elongated vertical plate 31 which extends horizontally along the car side above the door opening and is suitably mounted thereon. Within the outer tube 1617 is an inner tube or round bar 35 which is arranged axially therein and in rotatable relation thereto. At the top and bottom ends of the inner member 35 are provided annular eccentric discs 36 from which there extends the vertical eccentric latch pins 37 for movement within the cam slots 38 formed in the latch members 39 secured by rivets 49 above and below the door opening and generally aligned with the inner member 35 for cooperation with the eccentric latch member 37 for association therewith in camming the door into locked position. A bearing plate 41 is provided beneath the upper annular plate 36, this bearing plate being mounted on the end of the outer tube section 16 and at the top thereof and overlying the lower hub end 27 of the upper crank arm. The exposed portion of the inner member 35 at the point of interruption of the tube sections 16 and 17, as shown at A, has applied and welded thereto a collar 42 from which projects a vertical flange 43 to which is attached the lever arm 44 by means of which the inner member 35 is axially rotated with respect to the outer tube for actuation of the cam locks, as will more fully hereinafter appear.

The outer tubes 1617 are secured in position on the outer face of the door panel 2 by hearing plates 45 which may be of any number to provide for the stability of the structure. These bearing plates may be of any form and are secured to the outer door plate by rivets 46. In the present disclosure the lower strap plate is illustrated as having a medial reinforcing web and this additional reinforcement may be provided where considered essential to support the structure. A disclosure of one of the strap plates is illustrated in FIG. 9, this figure being partly cut away to show the association of the inner and outer tubes and of the clearance between the tubing and the Strap plates by means of which the structure is fixed to the door.

It is important that the door structure be designed for minimum weight and in this connection the outer plate 2 of the door structure may be made of aluminum, plastic, or sheet metal of any type. As shown in FIGS. 2 and 3, a sheet metal inwardly facing channel is provided about the inner marginal edges of the door, this channel structure being defined by a base portion 50, an inner flange 51 which is riveted or welded to the inner face of the panel 2 and an outer flange 52, these flanges being relatively deep with the outer flange 52 out-turned at its marginal edge 53 as shown in FIG. 3.

Reinforcing the outer panel structure of the door assembly are spaced vertical reinforcing Z-bars 54 and 55 (FIGS. 4 and these Z-bars having their inner flanges welded or otherwise secured to the inner face of the door panel 2 and extending the full height of the door with their extremities reduced in thickness for insertion within the channel defined by the flanges 51 and 52 of the marginal channels. The Z-bar reinforcements are of such thickness so that their offset extremities which are reduced in thickness and inserted between the side walls 51 and 52 fit snugly therein, and these Z-bars have their outer flanges flush with the outer edges of the flanges 53 of the marginal assemblies. The Z-bar reinforcements 54 and 55 are so positioned within the panel structure 2 that they are exactly aligned with the axes of the spaced inner and outer tubes forming the operating and locking mechanism heretofore described. In this way the door panel is reinforced at the loaded points and the stresses and strains of the operation of the locking and operating mechanism are directed in line with the reinforcing elements. In addition to the vertical reinforcing elements 54 and 55 there is fixed to the inner face of the panel 2, medially of its length, the horizontal reinforcing channel 69 (FIG. 3), the flanges of which are deflected as at 61 and welded to the inner face of the channel. Below this medial reinforcement 60 is a second horizontal reinforcing channel 62 having its flanges 63 out-turned and welded to the inner face of the door. A vertical reinforcing channel 64 extends between a medial portion of the lower reinforcing channel 62 and the bottom of the door structure, as best shown in FIG. 2. This vertical reinforcing channel is constructed in the same manner as the channels 66 and 62 and attached to the door in the same manner.

About the outer faces of the outer flange 52 and abutting the outer face of the flange 53 are positioned filler strips 65 (FIG. 5), these filler strips extending entirely about the door channel. These filler strips 65 are of such width as to terminate substantially at a point medial the length of the flange 52 and are secured in place by suitable means such as the threaded studs 66 shown in FIG. 3. Vertical fastening strips 67 of wood or similar material are supported against the webs of the Z-bars forming the vertical reinforcements 54 and 55, these fastening strips 67 projecting above the outer flange of the Z-bars 54 and 55 and having their outer flat faces substantially flush with the outer faces of the filler strips 65. Similar filler or securing strips will be fastened to the threaded studs 68 welded to the base of the reinforcing channels 60-62-64, such filler or fastening strips likewise being flush with the outer faces of the fillers 65 and 67 to present a backing for an inner sheet or plate 70 which forms the inner face of the car door assembly. Thus the sheet or plate 70 forming the inner face of the car door is backed at the marginal edges by the filler strips 65 and at all points of reinforcement by the additional filler strips such as 67 and similar fillers secured on the studs 68 of the element 60. Thus the outer wall 2 of the door and the inner face 70 forming the inner wall are secured firmly in position and reinforced throughout their total area and primarily at the points of stress, as for instance the vertical lines representing the hinging points of the door assembly. A finishing strip 71 is secured about the outer marginal edges of the inner wall 70 of the door, this finishing strip being seated in recesses provided in the fillers 65 and in the marginal edges of the door to present a flush inwardly tapered face at the junction of which are the sealing elements 72 to be hereinafter described. The inner plate 70 may be of plastic or wood.

Referring to the actuating mechanism for the door hangers and door 'camming mechanism, which mechanism has heretofore been described, it is obviously necessary to lock the two sets of levers 22 and 44 controlling these parts. There is provided for each door two spaced pairs of door hangers and door locks which are appropriately spaced as heretofore indicated and each has its pair of actuating levers 22 and 44. In FIGS. 6 and 7 there is illustrated the locking means for these levers. The locking means is shown as fixed to the door medially between the two sets of levers, and comprises a lock housing including a backing plate fixed to the door face, the backing plate 80 extending outwardly at the bottom to form the base plate 81 and to this base plate 81 is secured the front plate 82. The backing plate 80,

the base 81 and the front plate 82 define a housing which is partitioned by a vertically extending plate 83 which may be formed integrally with the walls, the partition 83 having a rear extension 84 projecting upwardly along the backing plate, this projection being formed with an opening 85 inward of its front edge for use in applying the seal to the locking mechanism. Pivoted to the top horizontal edge of the front wall 82 is a hinge closure plate 86 mounted on pivot pin 87, this hinge closure plate 86 being centrally and forwardly slotted to permit its swinging movement with respect to the partition extension 84. A cam 88 is mounted on pivot pin 89 projecting from the upper left side of the backing plate 80 and the lower camrning face 90 when the cam is swung from the dotted line position of FIG. 6 to the full line position engaging the hinge plate 86 to clamp the same in its lower position and thereby secure the outer extremities of the levers 22 and 44 within the spaced chambers provided in the locking structure. The inner face 91 of the cam is flanged and a hole 92 is made in the face 91 corresponding to the opening 85 in the partition extension 84 when the cam is in lower or locking position. A suitable seal 93 will be used to seal extension 84 to cam 88 and thereby seal the cam locking levers 22 and 44 in their locked position.

'In FIG. there is a plan view showing the position of the parts of FIG. 9 during both open and closed position, the lock cam 37 being in the guiding or cam track 38 in full line and in open position in dotted line. In this FIG. 10, as well as in FIG. 9, the left hand hinge support and cam lock is illustrated and, therefore, the cam 38 has its cam face open for engagement with the eccentric cam lug, when rotated anti-clockwise 180 under actuation of handle 44. The handle 22 is capable of movement 90 to open position and upon such movement the door is the maximum distance from the side of the car and can then be moved on the door track 9 until the door opening is fully exposed. The doors in all instances are provided with extruded rubber seals E which are partially compressed after actuation of the locking cams to completely seal the structures.

It is to be understood that the door structure is to be supplied with suitable insulation shown at 95 and 96, the first layer 95 of insulation, for instance, may be Styrofoam and the second layer 96 fiberglass.

In transporting perishable foods or the like in refrigerator cars, it is necessary to provide access to the foods at periodic intervals for the purpose of examination of their condition by an inspector. The main door of a refrigerator car, which may be about six feet in width and movable on rollers, is extremely difficult for one man to open, especially in cold weather conditions when ice may form about the door opening. Furthermore, heat transfer into or out of the car under extremely hot or cold weather conditions, which takes place upon opening the main car door, is highly objectionable. For these reasons, an inspection door of smaller size than the main car door may be provided. An inspection door of this type may be opened by one person with relative facility, even under icing conditions, and its use for inspection or partial unloading results in relatively slight heat transfer between the interior of the car and the atmosphere. The provision of an inspection door presents several problems, including sealing of the door openings against leakage, adequate support for both the main door and inspection door, suitable locking and interlocking means including sealing for both doors and a structure which permits selective unlatching and latching of the inspection door.

In FIGS. 12, 13, 14 and the door structure heretofore described is shown incorporated in an assembly involving a main door and an inspection door and includes features of construction accomplishing the functions mentioned supra. In- FIG. 12 the main door is indicated at B and the inspection door at C, the structural details of the door B conforming to the structure heretofore described with the exception that the right marginal edge of the door is formed with a shoulder 98, as shown in FIGS. 13 and 14. The shoulder 98 is formed along the right hand vertical margin of the door B in lieu of the channel which is provided about the balance of the door structure, which channel structure is indicated at 5052. The shoulder 98 is provided by substituting for the channel 50-52 an angular member including a web 99, a flange I100 secured to the inner marginal edge of the panel 2 of the door, a flange defining the shoulder 98, and the angular flange 181 which has a bead 102 to which the inner sheet or panel 78 is attached. The other modification in the door structure resides in the separation of the inner and outer tubes of the actuating. and camming mechanism. In the present disclosure comprehending the use of the inspection door, the outer tube 16 is not interrupted but extends from end to end for connection with the crank arms 23 and 24 which cooperate with the traversing and suppmting mechanism in the formv of the lower roller carriage 7 and the upper guide roller 29. In lieu of placing the tube 35 for actuating the camrning mechanism within the tube 16, this carnming mechanism is placed on the adjacent outer marginal edge of the inspection door C with the lever 54* actuating the same overlying the outer tube 16 by provision of the offset portion 44 The grouping of all levers at one central point permits the use of only one car seal per door, but permits operating the inspection door handle without disturbing the setting of the other handles.

The inspection door C is mounted on the car frame by a pair of spaced hinges, one section 184 of each hinge being carried by the door, while the other section 185 of the hinge is carried by the side of the car. In operation of this disclosure it will be obvious that the inspection door must first be unlocked by swinging the arm 44 to actuate the cams 37 operating in the cam grooves 38 of the members 39. When the cams are disengaged the door C will swing on the hinges 184-185 out of engagement with the shoulder 98 of the door B. For inspection purposes, and for minimum opening, door C only will be opened. The main door will travel to the left when an inspection door is on the right. If maximum door area is required, the door B is moved to the left beyond the door opening and the inspection door swun on its hinges to permit access through the entire door area.

As an alternative, there has been illustrated in FIGS. 15 and 16 the'same concept with the inspection door placed at the left side of the main door. In doing this, the shoulder 98 of the main door and against which the inspection door seats is formed at the left hand side of the main door B. This would be the only structural change except the mounting of the inspection door hinges at the left side of the door open-ing, rather than the right side. With the inspection door at the left, the main door track structure would be at the right of the door and the door moved to the right. As shown in FIGS. 15 and 16 the inspection door C is always available for opening by the simple expediency of uncamming the lock. Opening the inspection door as in FIG. 16, the main door B can be moved laterally of the car side for rolling movement away from the door opening. In an instance where the full door opening is required for loading or unloading, the inspection door can be swung fully open on its hinges and the main door B moved on its track away from the door opening and in a direction away from the inspection door.

Referring now to FIGS. 17 and 20, represents a refrigerator car side of well-known construction, provided with a door opening at 111. A main door 112 is seated in opening 111. Main door 112- is provided with a central opening 113, in which is seated an inspection door 118. The car side and both doors are of similar thickness, and are filled with insulation material, shown at 115 in FIG. 20, in order to minimize heat loss. The

construction of the car side and doors is of a type well known in the art, and will not be further described. Door-openings 1-11 and 113 are provided with rounded corners as at 116, 117, to prevent damage to cargo or persons entering and leaving the car, as best shown in FIG. 20.

Tubular flexible gasket seals 118, 119, made of rubberlike material, are affixed about the peripheries of both doors in order to prevent air leakages between the atmosphere and the car interior, and are further show in compressed form in FIG. 23. Both sets of seals are of shallow tubular section with enlarged and flattened flanges 170, 171, respectively. Seals 118 are affixed to doors 112 and 114 by means of metal strips 172, provided with bent-over edges 173 partially enclosing flanges 170. Seals 119 are aflixed to doors 112 and 114 by means of V-shaped metal strips 174, overlying an edge of flanges 171. A notch 175 is formed peripherally about door 112 to receive the other edge of flanges 171, which may be further secured by toe-nailing as at 176. Under the compression of latching means to be described hereinafter, seals 118 and 119 are compressed in the deformed position shown in FIG. 23, thus providing effective sealing against air and gas leakages between the atmosphere and the car interior.

Referring again to FIGS. 17 and 21, a pair of outer tubular rods 120 are vertically and rotatably atfixed to the external face of main door 112 by means of strap plates 121, 122, and are aflixed at their ends to arms 123, 128. Arms 123 are rotatably secured by means of fasteners 126 to roller housings 125, in which are mounted rollers 124. A track 127 is afiixed parallel to car side 110 and supports main door 112 and the intermediate members 120, 123, 124 and 125 in rolling engagement. The upper ends of rods 120 are rotatably secured to arms 128, which are rotatably secured to rollers 135 by means of vertically-disposed roller axles 130. Rollers 135 cooperate in rolling engagement with a flanged track mdember 129 secured in parallel relation to the car si e.

An inner rod 133 is axially placed within each outer rod 120, in rotatable relation thereto, and is formed at each end with an eccentric latch pin 134. A pair of latch members 136, provided with cam slots 137, are affixed to the car side in such position that eccentric pins 134 may cooperate in sliding engagement with the vertical walls of slots 137 while rotating about the axis of rod 133 as a center. In the positions of FIGS. 17 and 20, i.e. with the main door 112 seated in opening 111 and eccentric pins 134 located within cam slots 137, these members cooperate with rods 133 to retain main door 112 securely seated in opening 111, to compress seals 118 and 113 firmly, and to provide adequate support at all four corners of the door. A first operating lever 140 is secured to inner rod 133 by means of a clamp 141 aflixed thereto at a cut-away portion of rod 120. Operating lever 141i is fixed in vertically swinging relation to clamp 141 by a pivot pin 142. A second operating lever 143 is secured to outer rod 120 by means of a generally U-shaped clamp 144 aflixed to outer rod 120 at its cut-away ends. Operating lever 143 is fixed in vertically swinging relation to clamp 144 by a pivot pin 145. In the closed position of main door 112, shown in FIGS. 17 and 20, operating levers 140 and 143 lie parallel with main door 112 and rest in a bracket 147, afiixed to door 112.

Stop members 131 and 132 are affixed to tracks 127 and 129, respectively, to limit movement of door 112 parallel to the car side. The operation of door 112 by means of operating levers 140, 143 will be further described hereinafter.

Inspection door 114 is mounted in an opening 113 centrally formed in main door 112, and is swingably supported therein by hinges 151. For the convenience by persons entering the car through the inspection door,

a step is provided at the lower lip of opening 113, in the form of an angle member 167 affixed to door 112, which is also seen in cross-section in FIG. 23. A rod 152, similar to inner rod 133 of the main door assembly, is rotatably secured to the inspection door near its free edge by means of a pair of strap-plates 153. Rod 152 is formed at each end with an eccentric latch-pin 154, cooperating in latching engagement with the cam slot 156 of a latch member 155, as shown in FIGS. 17 and 20. Latch members are similar to latch members 136 and serve, in conjunction with rod 152, to retain the inspection door securely seated in opening 113, to compress seals 118 and 119 firmly, and to provide adequate support for the free corners of the door, in the position of FIGS. 17 and 20. An operating lever 157 is secured to tubular rod 152 by means of a clamp 158 ailixed thereto. Lever 157 is pivoted at 159 in vertically swingable relation to clamp 158. In the closed position of the inspection door shown in FIGS. 17 and 20, lever 157 lies flat against the door, and is locked by means of an L-shaped lock-pin 163 vertically slidable in a bracket 162 secured to the door. A car seal 164 is aflixed to lock pin 163, securing pin 163 in position to prevent operation of lever 157.

A bracket 166 is afixed to the free edge of door 114 and overlies the free end of one operating lever 140 of main door 112, when inspection door 114 is seated in door 112. Thus lever 140, underlying bracket 166, and lever 143, interposed between lever 140 and bracket 147, may not be manipulated when door 114 is fully closed. A second lever 140 adjacent the hinged side of door 114 underlies a handle portion of lever 157; therefore, this lever 140, and the adjacent lever 143 interposed between lever 140 and bracket 147, may not be manipulated when lever 157 is locked in place by lock pin 163. The construction thus provides for locking and sealing both the main and inspection doors with a single lock pin 163 and seal 164.

Inspection door 114 may be opened to the position shown in FIGS. 18 and 21 by the following procedure. Seal 164 is broken, and lock pin 163 raised to permit manipulation of lever 157. The operator, grasping handle 165, rotates lever 157 and operating rod 152 about the axis of rod 152 to a position at approximately right angles to the face of door 114. The rotation of rod 152 initially carries latch-pins 154 toward the inner ends of grooves 156. Further rotation of lever 157 revolves rod 152 about latch-pins 154 and away from car-side 1 10. Completion of the right angular manipulation of lever 157 revolves latch-pins 154 to the outer ends of grooves 156 about rod 152 as a center, thus completing the unlatching movement and freeing the latch-pins. During this gyratory movement of rod 152 and latch-pins 154, these members mutually rotate about a common axis, which is represented by the axes of either of them alternatively. The inspection door may then be swung open on hinges 151 by an outward movement of lever 157. The inspection door is shown in open position in FIGS.

18 and 19.

As previously explained, operating arms 140 and 143 of main door 112 may not be manipulated when inspection door 114 and its operating lever 157 are in closed and latched position, because handle 165 and bracket 166 overlie and constrain these arms. After the inspection door has been opened, as shown in FIGS. 18 and 21, levers 140 and !143 may be operated to unlatch and open main door 112 to the position of FIGS. 19 and 22, in which inspection door 114 is shown subsequently reclosed. The procedure for opening main door 112 is as follows. With the inspection door open, as in FIGS. 18 and 21, the operator grasps levers 140 and rotates them, together with attached operating rods 133 and eccentric latch-pins 134, outward to positions at right angles to the car-side. This action results in releasing latch-pins 134 from latch members 136, in a manner identical to that previously explained in connection with latch-pins 154- and latch members 155 associated with the inspection door. Levers 140 may then be further rotated, to provide adequate clearance for the manipulation of levers 143, to positions approximately as shown in FIG. 22. Levers 143 are then manually rotated to a position approximately at right angles to the car-side. This action causes rods 120, arms 123, and arms 128 to rotate about the axes of fasteners 126 and roller axles 130, until arms 123 and 128 are approximately perpendicular to the car-side. In conjunction with this rotary movement, rollers 124 and roller housings 125 move along track 127 and main door 112 moves outward from the car side to the positions shown in FIG. 22. The operator then moves the main door along the car-side by means of handles 143 to the desired open position, the door moving on rollers 124 and 135, and tracks 127 and 129.

Reclosing, latching and locking of the main and inspection doors is accomplished by reversing the described procedure. In this operation, as will be readily apparent, the main door should be closed and latched prior to closing, latching and locking of the inspection door.

What we claim is:

1. In a railway car including a car side formed with a door opening, trackways formed above and below the door opening, a car door for closing said door opening, means for mounting said door on said trackways, including vertically arranged tubular members, crank members fixed to said tubular members and having rollers cooperating with said trackways at their upper and lower ends inwardly facing cam track members above and below said door opening, a second member within each of said tubular members and axially aligned therewith for independent rotatable movement With respect to same, eccentric latch pins carried at the opposite ends of said second members for movement into and out of said cam tracks, arm members fixed to each of said members for rotating the same, a lock member for said arm members including a housing fixed to said door medially of said tubular members for receiving the free end portions of said arms, said housing including an open upper face, a hinge member for closing said open face to secure said arm members therein, and a locking device for said hinge member.

2. The structure of claim 1 characterized in that the car door is formed with a front panel to which the tubular members are mounted and vertical reinforcing members are fixed to the inner face of the panel immediately rearward of the tubular members.

3. The structure of claim 1 characterized in that the car door is formed of spaced inner and outer panels connected by a marginal channel, the inner panel including vertical reinforcing strips in vertical alignment with and immediately rearward of the tubular members and the area between the panels is filled with insulation.

4. The structure of claim 1 characterized in that the tubular members are so spaced and the arms fixed to the tubular members for rotating the same are of such length that the ends of the arms will terminate in a position for reception in the lock housings.

5. The structure of claim 1 characterized in that a seal is provided for the locking device for the hinge member.

6. The structure of claim 1 characterized in that the car door is made in sections, one of the sections being hinged to the car side and the other section being swingable away from the car and slidable in the direction of its length.

7. The structure of claim 1 characterized in that the outer tubular supports are made in sections, the sections being bridged by a connection permitting attachment of an operating arm to the inner member.

8. In a railway car including a car side formed with a door opening, trackways formed above and below the door opening, a car door for closing said door opening, means for mounting said door on vsaid trackways including vertically arranged tubular supports, said tubular supports each being made in a pair of spaced sections, a bridge member connecting said sections, crank members having rollers cooperating with said tracks at the upper and lower ends of said tubular supports, inwardly facing cam tracks above and below said door opening, a second member within said tubular support and axially aligned therewith for independent rotatable movement with respect to same, eccentric latch pins carried at the opposite ends of said second member for movement into and out of said cam tracks, arm members fixed to each of said members for rotating the same, the arm member for the outer tubular support being fixed to the bridge member connecting the tube sections and the arm member for the second member being attached thereto intermediate the adjacent ends of the sections of the tubular support, a lock member including a housing fixed to said door medially of said members for receiving end portions of said arms, said housing including an open upper face, a hinge member for closing said open face to lock said arm member therein, and a locking device for said hinge member.

9. In a railway car having a door opening formed therein, upper and lower trackways, door means adapted to be supported on said trackways and including an outer panel, two pairs of vertically arranged spaced inner and outer rod members mounted in bearings on the outer face of the outer panel of the door means, the outer rod members carrying door supporting and guiding rollers at their outer end portions for movement on said trackways, the inner members being concentric to the outer rod members and having their outer end portions eccentric lock members fixed thereto, latch members on said car for receiving said lock members, reinforcing members carried on the inner face of the outer panel and arranged in alignment with the rod members, and lever members connected to each of the rod members for actuating the same.

10. The structure of claim 9 characterized in that the door is formed of two sections, one of the sections being hinged for outward swinging movement and the other section being mounted for sliding movement.

11. In a railway car having a door opening, a pair of doors for closing said opening, both of said doors being formed to include an outer panel vertically arranged rotatable tubular members mounted in bearings on each of said door panels, cam locks carried at the extremities of the tubular members, a second pair of rotatable members mounted in bearings on one of said doors, said second pair of tubular members having at their extremities supporting and guiding rollers, actuating levers for said members, and means for simultaneously locking the actuating members at their outer end portions.

12. The structure of claim 11 characterized in that one of said doors is mounted for swinging and sliding move ment and the other door is hinged for swinging movement.

13. The structure of claim 11 characterized in that the adjacent edges of the doors overlap and are provided with sealing means.

14. The structure of claim 11 characterized in that one of the doors is mounted for swinging movement in a direction away from the sliding movement of the other door.

15. The structure of claim 11 characterized in that locking means are provided for simultaneously locking both of the doors in closed position.

16. The structure of claim 11 characterized in that both doors are provided with compressible seals about their marginal edges.

17. In a railway car having a door opening, tracks arranged above and below the door opening, a pair of doors for closing said opening, means mounting one of said doors for lateral and longitudinal movement, means mounting the other door for hinged movement, said first named means including vertical rotatable members fixed to the door, said members having crank means at their extremities for swinging the door laterally and rollers on the ends of the crank means for travel along the said tracks, rotatable vertical locking members carried by each of said doors and mounted in bearings thereon, said locking members having cam locks at their extremities for association with camming members fixed to the car sides above and below the door opening, lever means fixed to each of the vertical members for rotating the same, and a lock box fixed to the side of the door for receiving the ends of all of the lever members for simultaneously locking the same when the doors are in closed position.

18. In a door construction for railroad cars, a first door seating in an opening in a car side, a second door of smaller size than said first door seating in an opening in said first door, first latching means for said first door, and second latching means for said second door adapted, when latched, to lock said first latching means in inoperable position; wherein said first latching means includes at least a first operating lever, and said second latching means includes a second operating lever adapted selectively to overlie and prevent movement of said first operating lever.

19. The combination recited in claim 18, together with locking means adapted selectively to constrain said second operating lever from manipulation, and thereby to constrain said first operating lever from manipulation.

20. The combination recited in claim 19, together with means for manipulating said first door, said means comprising at least a third operating lever rotatably aflixed to said first door and adapted to move said first door in or out of seating engagement with said opening in said car side; and a bracket afiixed to said door side and adapted to receive said third lever when said first door is seated in said opening; wherein said first lever, when underlying said second lever, abuts and prevents manipulation of said third lever lying in said bracket.

21. In a door construction for railroad cars, a first door seating in a first opening formed in a car side, a second door seating in a second opening formed in said first door, first latch members formed with cam-slots aflixed to said car side, second latch members formed with cam-slots affixed to said first door, at least a first rod afiixed for axial rotation to said first door and formed with eccentrically located latch pins adapted to engage the camslots of said first latch members in latching engagement, at second rod afiixed for axial rotation to said second door and formed with eccentrically located latch pins adapted to engage the cam-slots of said second latch members in latching engagement, a first lever affixed to said first rod, and a second lever affixed to said second rod; wherein said first and said second rods may be manipulated by said first and said second levers, respectively, to selectively engage said latch pins with the cam-slots of said first and said second latch members, respectively; and wherein said second lever is arranged to overlie and prevent manipulation of said first lever when said latch pins and said cam-slots of said latch members are fully engaged.

22. A door construction for railroad cars as recited in claim 21, together with lock means afiixed to said sec end door and adapted selectively to prevent manipulation of said second lever when said latch pins and said latch members are fully engaged, whereby manipulation of said first lever underlying said second lever is also prevented.

23. A door construction for railroad cars as recited in claim 21, in which said first door is associated in slidable relation with said car side by means of rollers attached by pivoted arms to said first door and bearing in rolling engagement on tracks aflixed to said car side, and said second door is swingably attached by hinges to said first door; together with at least a third rod arranged coaxially and rotatably with said first rod and affixed to said pivoted arms, a third lever afiixed to said third rod and manipulable to swing said first door on said rollers in or out of seating engagement with said first opening, and a bracket atfixed to said door side and adapted to receive said third lever when said first door is seated in said first opening; wherein said first lever, when underlying said second lever, abuts and prevents manipulation of said third lever lying in said bracket.

24. A door construction for railroad cars as recited in claim 21, together with further latch members formed with cam-slots afiixed to said car side, a further rod aifixed for axial rotation to said first door and formed with further eccentrically located latch pins adapted to engage the cam-slots of said further latch members in latching engagement, a further lever afiixed to said further rod, whereby said further rod may be manipulated to selectively engage said further latch pins with the camslots of said further latch members; and a bracket affixed to said second door at one edge thereof and arranged to overlie and prevent manipulation of said further lever when said latch pins and said cam-slots are fully engaged.

25. A door construction for railroad cars as recited in claim 23, together with lock means affixed to said second door and adapted selectively to prevent manipulation of said second lever when said latch pins and said latch members are fully engaged; whereby manipulation of said first lever underlying said second lever, and of said third lever lying in said bracket and abutting said first lever, is also prevented.

26. A door construction for railroad cars as recited in claim 23, together with tubular seal members arranged in pairs about the peripheries of said first and said second doors; wherein the latching engagement of said latch pins and said cam-slots of said latch members forcibly engages said doors and seal members with said openings and flatten the tubular sections of said seal members to seal the openings against gas leakages.

27. In a railway car including a car side formed with a door opening, trackways formed above and below the door opening, a door for closing said door opening, means mounting said door on said trackways including vertically arranged rotatable tubular supports carried by said door, crank members fixedly carried at the upper and lower ends of said tubular supports, and rollers mounted on the ends of said crank members for cooperation with said trackways for travel therealong and to permit said door to swing on said crank members into said door opening, inwardly facing cam members above and below the door opening, a second member within each of said tubular supports and axially aligned therewith for independent rotatable movement with respect to same, eccentric latch pins carried at the opposite ends of each of the second members for movement into and out of said cam tracks by rotation of said second member for forcing said door into sealed engagement in its door opening, arm members fixed to each of the tubular supports and to each of the second members for rotating the same, locking means for said arm members including a housing fixed to said door generally medially of said tubular supports for receiving the free ends of said arms, a hinged member movable to a position for securing the free ends of said arms within said housing, and a sealing means for said hinged member.

28. In a railway car including a car side formed with a door opening, trackways formed above and below the door opening, a door for closing said door opening, means mounting said door on said trackways including vertically arranged rotatable tubular supports carried by said door, crank members fixedly carried at the upper and lower ends of said tubular supports, and rollers mounted on the ends of said crank members for cooperation with said trackways for travel therealong and to permit said door to swing on said crank members into said door opening, inwardly facing cam members above and below the door opening, a second member within one of said tubular supports and axially aligned therewith for independent rotatable movement with respect to References Cited in the file of this patent same, eccentric latch pins carried at the opposite ends UNITED STATES PATENTS of the second member for movement into and out of one of said cam tracks by rotation of said second member $33: 3:; g for forcing said door into sealed engagement in its door 5 1959705 g 1934 Waning, arm members fixed The tubular SHPPJrts and 2045154 Lindeman 1:11:11: June 23: 1936 to the second member for rotating the same, a locking 2:Q58:860 Fuchs "Oct. 7 1936 means for said arm members including a housing fixed 2 57 Dwyel- Jun 7 1938 to said door generally medially of said tubular supports 2,230 232 H l i App 21, 1942 for receiving the free ends of said arms, a hinged member 0 2,605,515 Beauchamp Aug. 5, 1952 movable to a position for securing the free ends of said 2,612,659 OConnor Oct. 7, 1952 arms within said housing, and a sealing means for said 2,7 69,214 Wright Nov. 6, 1956 hinged member. 2,799,900 Gardner et al. July 23, 1957 

